Technical & History
Brush delivered the first Class 60 in 13 months from receipt of order, essentially a completely new design fully compliant with the BR specification. The first two loco's were allocated for extensive commissioning and Type testing which commenced at BR Research Mickleover Test Track, and later continued on the Old Dalby Test Track. Acceptance Type tests for ride, braking & traction took place on the test tracks and included main line running to specific locations for special tests. BR's testing and monitoring regime was very thorough and aimed at ensuring a compliant locomotive was passed to the business groups ( Sectors ) for operation. In parallel with the test and evaluation stage, 60003 to 60016 were allocated across the Trainload Freight network for Driver and Depot training and were regularly used on service trains before formal entry into traffic. 60005 was operated off Leicester on Redland's Mountsorrel to Radlett stone trains in December 1989, a routine that became the 1000 trouble free miles test for every new loco from Brush. Although the loco's were buit at the rate required by BR, roughly one a week at its fastest, the significant time required to set up a new loco's control system ( software & electronics ), hardware problems and resulting modifications, all delayed acceptance.
The loco was expected and, contractually required to have an unprecedented heavy freight capability with regard to traction performance in particular, whilst having excellent ride and low cab noise levels for the driver. It took longer than initially planned to perfect it all, but the end result was unprecedented and outstanding. The 60 had the absolute best heavy haul, ride and cab noise performance of any UK heavy hauler. In October 2010, it still has. 60019 was the first loco to run in normal service off Thornaby, after which the fleet spread rapidly across the UK giving immediate benefits to the sector operators with train loadings, and a far superior working day for the train-crew.
Creating a high performance locomotive to exacting BR specs inches thick was always going to be a tall order. Even the cab handrail section was specified. Freedom for the builder to use proven reliable equipment was never the case. What the spec actually wanted was a loco with 59-like qualities but done the way BR wanted it. This was a have you cake and eat it situation. The loco's they got were exactly what they had ordered, albeit a little late. Reliability always comes with time and effort with a new product, and a modification/reliability program extended over the four year warranty period. The utilisation of the class was always considered acceptable, especially with the loco's outstanding performance. The reputation for ' unreliability ' dates from EWS tims only, as in BR times the loco's were considered at least as good as all the previous bespoke BR types. No major engine failures occurred in the first 15 years of operation.
For the record, the bodyshell was faultless structurally. The axelbox suspension arrangement was changed in situ on the first dozen or so, and the engines had a number of mods to solve cylinder head difficulties. Otherwise, everything else was sound enough in basis and just benefitted from gradual refinement. There NEVER were 100 faults per loco. Goodness knows where this rubbish came from. There may have been that many ' mods, ' but these could be anything from trivial label changes to an armrest change. The engine was the best 4 stroke that BR ever bought.
The all weather hillstart performance of a 60 is world class, which gives drivers a unique level of confidence. The creep control from zero trackspeed is awsome. The whole thing is.
Stand by the trackside and note which type of loco is on the toughest job.........Speaks for itself.
